Brake system for automobiles



Nov. 24, 1936. w. DIETER BRAKE SYSTEM FOR AUTOMOBILES Filed Feb. 26, 1936 Patented Nov, 24,A 1936 A UNITED 'STATES BRAKE SYSTEM FOR 7AUTOMOBILES William Dieter, Newark-N. J.

Application February 26, 1936, Serial No. 65,749

10 Claims.

The invention relates to brake systems for automobiles, and more particularly to a. system in which the braking power is developed through an hydraulic control device and an hydraulic mechanismoperative upon the brake mechanism.

Hydraulic brakes are now being extensively used upon automobiles, being applied to either the two rear wheels only or to all four wheels of the vehicle. When actuating the brakes, the power is ordinarily simultaneously developed as to all wheels equipped with braking mechanisms, .although when four wheel brakes are used, the braking capacity may be varied asv between the front and the rear whee1s.

The present tendency in the production of automobiles is to use low slung bodies having mudguards covering a large percentage of the wheels, and this,v coupled with the use of the low slung body, develops a tendency of the braking mechanism upon the rear wheels'to overheat when high braking power is suddenly developed, because of the obstruction to a free circulation of'air adjacent the brake drums upon the rear wheels, a condition present to a much less limited extent about the brake drums upon the front wheels.

In most automobiles as at present designed, the engines have sufficient power to permit the development of high speeds of the vehicle, and there is a tendency of many drivers, particularly in areas where traffic is congested, to rapidly apply the maximum braking power when bringing the vehicle to a stop, even in the absence of the necessity for an emergency stoppage of the vehicle. This is a common practice notwithstanding that a progressive development of braking power is 4less dangerous and less destructive of the working parts of an automobile, than a sudden application of the maximum braking power. It is also desirable, particularly when the roads are wet -or icy, to apply braking power to the vehicle without disconnecting the propeller shaft from the engine drive, or releasing the clutch mechanism, so as to utilize the resistance of the engine in slowing down the vehicle before bringing it. to a stop. This practice also tends to equalize the eilects of the braking action upon both of the driving wheels, and to avoid skidding as a result of the turning of one of the back wheels independently of the other, because of the continued application of power to both wheels through the differential gearing.'l

These problems are not present so far as the application of brake power to the front wheels is concerned. The application of such power to the 5 front wheels, however, is undesirable when sharply yand for the wheel brake mechanisms.

(Cl. 18S-152) turning these wheels, as when going around a corner. e

In the' manufacture of automobiles, they are designed with the view of adapting them not only to the most efcient practices in applying the brakes, but to secure as high eiliciency as possible, notwithstanding a departure from these practices; and notwithstanding the fact that a very high percentage of automobile drivers are lackingin the proper knowledge of the mechanics 10 of the vehicle and a proper handling thereof, or

totallydisregard proper practices to avoid undue racking of the vehicle and reduce likelihood of accidents.

With the above conditions in mind, I have pro- 15 vided a braking system by which, with an ordinary operation of the hydraulic control device, braking power will not only be progressively developed irrespective of the actions of the driver, but will be applied in a manner to ensure the 20 simultaneous application of such power to both :of the driving wheels of a vehicle, whether the connected, through the clutch mechanism with 35.

the engine.

By a `seriatim application of power in the manner contemplated, development of excessive torque upon the propeller shaft is prevented even when the brakes are applied while the vehicle is 40 running at high speeds, since the initial application of brake power to the propeller shaft is immediately followed by the application of brake power to the wheels of the vehicle, thus relieving the shaft of` excessive strains due to the momen- 4,5l

tum of the vehicle.

I secure the above results by providing hydraulic brake mechanisms upon Athe propeller shaft aswell as upon the wheels of they vehicle,

separate hydraulicl control mechanisms being used for the propeller shaft brake mechanism These hydraulic control mechanisms are acted upon by,- l a single mechanical control device which will suc-"iQA cessively actuate the hydraulic control devices,V

furnishing power to the hydraulic brake mechanism acting upon the propeller shaft; and the hydraulic control device furnishing power for the brake mechanisms operative upon the wheels of the vehicle.

This mechanical control device is so constructed as to not onlyact'uate the two hydraulic control devices, but to actuate them in a timed relation to each other, so that a variable operation of the mechanical control device will result in a varying condition in the application of brake power to the vehicle. y

The mechanical control device is so constructed as to permit relative adjustment of the parts operative upon the hydraulic control for the propeller shaft brake mechanism, and the hydraulic control for the wheel brake mechanisms, thus permitting a setting of the devices to secure the desired progressive development of braking action upon the vehicle through thebrake mechanisms upon the propeller shaft and the wheels.

The invention consists primarily in a brake system forautomobiles embodying therein a propeller shaft, an hydraulic brake mechanism operative thereon, wheels, and an hydraulic brake mechanism operative upon each wheel, of a plurality of hydraulic control devices, one of said devices being connected with the hydraulic brake mechanism upon the propeller shaft, and the other hydraulic control mechanism being connected with the brake mechanisms of the wheels, and a mechanical control device embodying therein reciprocatory plungers operative upon said hydraulic control devices respectively, means simultaneously applying power to both of said plungers, and means resisting movement of each of said plunge-rs by said last named means, one of said resistance means having relatively greater strength than the other, whereby said two hydraulic control devices will be successively actuated with a continued application of power to said mechanical control devices; and in such other novel features of construction and combination of parts as are hereinafter setforth and described, and more particularly pointed out rin the claims hereto appended.

Referring to the drawing, l

Fig. 1 is a plan view of a portion of the chassis of an automobile having a brake system embodying the invention applied thereto; and

Fig. 2 is a vview, partly in section and partly condensed, showing hydraulic control devices and a mechanical control device embodying the invention.

Like numerals refer to like parts in both of said views.

In the embodiment of the invention shown in the drawing, the ,gear box of an automobile is indicated at II), the propeller shaft at II, a universal joint at I2 in the length of said shaft, and an hydraulic brake mechanism I3 of ordinary construction applied to said propeller shaft intermediate the universal joint and the gear box. This arrangement is purely arbitrary, although preferable as avoiding possibility of breakage of the piping because of movement of the propeller shaft between the universal joint and the differentia'l gearing, the housing of which is shown at I4.

Each of the wheels I5 of the vehicle is shown as having an hydraulic brake mechanism I6 applied thereto.

The construction of the hydraulic brake mech- ,anisms I3 and i6 is immaterial to the invention and may have any desired construction, many such constructions being well known in the.v art.

The application of power to the lhydraulic brake I9, a piston 20, a restoring spring 2I actingthereon, a piston stem 22 and a collapsible bellows head 23 forming a fluid tight joint with\I the piston stem 22. The stem 22 ordinarily is loosely connected with the piston 20.

The outlet of the cylinder I8 discharges into a pipe line 24 leading to the hydraulic brake mechanisms I6 acting upon the several wheels of the vehicle, so that with movement of the piston 20 inwardly of the cylinder I8 against the tension of the spring 2|, fluid fromthe cylinder will be simultaneously delivered to the cylinders of all hydraulic brake mechanisms I6.

The application of power to the hydraulic brake mechanism I3, acting upon the propeller shaft, is controlled by an hydraulic control mechanism 25 similar in construction to the hydraulic control mechanism I1, `so that a recitation of the cylinder of this control mechanism is connected with the hydraulic brake mechanism I3 by a pipe line 21.

The detailed construction and mode of operation of the hydraulic brake mechanisms I3 and I6 and of the control cylinders I1 and 25 is that commonly usedin the hydraulic brake systems now largely usedupon automobiles. In such systems, however, the practice is to use only one hydraulic control mechanism and brake mechanisms operative only upon the wheels of the vehicle. The use of hydraulic brake mechanisms operative both upon the wheels and upon the propeller shaft, I believe to be novel, but this arrangement requires the ,use of a mechanical control device actuated from a single source of power in order to secure a useful result. f

To secure the effective utilization of hydraulic braking mechanisms arranged as are the braking mechanisms I3 and I6, it is necessary to employ a mechanical control device, the operation of which, by a continuing movement, will first actu` ate the hydraulic brake mechanism I3 and thereafter actuate the hydraulic brake mechanism I6, without releasing the brake mechanism I3.

In the accompanying drawing, I have shown a mechanical control mechanism which will secure 'the desired action, this mechanism comprising two adjacent reciprocatory plungers'28 and 29 mounted in suitable bearings 30 and 3|.

The end of the plunger 28 is reduced, as indicated at 32, so as to afford a bearing area cooperating with the bearing 3U, and this reduced portion is recessed, as indicated at 33, to receive the piston stem 22 of` the piston 20. The head 34 of the plunger is preferably enlarged so as to have a free sliding fit within a cylindrical spring housing35.

' Intermediate the head 34 and the reduced portion 32 is a stop shoulder 36 adapted, by engagement with a shoulder 31 at one end of the housing 35, to limit the reciprocation of the plunger toward the hydraulic control mechanism I1.

'Iheiend of the reduced portion 32v of the plunger 28 is screw threaded as shown at 38, and co-operating with said screw thread is a split nut 39 which may be locked in any adjusted position upon the plunger by means of a lock bolt 40 so as Areception of thepiston stem 26.

Acting betweenA the enlarged head 34 of the.

plunger 28 andthe spring housing 351s a coiled *spring -4I vtending to impart movement to the plunger until the lock nut 39 is .engaged with the end'of the bearing 39, and to resist plunger movement.

The plunger 29 is of the same construction as the plunger 28.v Ithas a reduced end portion 42 having therein a longitudinal socket 43 for the Said plunger 29 is also provided with an enlarged head 44 having a free sliding fit -in a spring'housing 45. AIntermediate the enlarged head 44 and the reduced end 42 is a shoulder 46 adapted,lb y.engagement with a stop shoulder 41 within the spring housing, to limit the reciprocatory movement of the plunger 29 toward the hydraulic control device 25. The reduced4 end 42 is provided with ex' terior screw threads 48 co-operating with which is a split lock nut 49 adapted to be set in-any adjusted' position by means of a lock bolt 59. 'l'his lock nut has the same function as the lock nut 39, that is, to limit reciprocatory movement of the plunger away from -the hydraulic control device 25.

Within the-spring housing 45 and acting between one end of this housing and the enlarged head 44 of the plunger 29 is a coiled'spring 5iv having a function similar to that of the spring 4I.

The hydraulic control device I1 is required to deliver iluid to two or four hydraulic brake' mechanisms Iacting upon the wheels I5. The hydraulic lcontrol device 25 is required,to deliver vhuid to-only' one' hydraulic brake mechanism I3 acting upon the propeller shaft. The various parts must .be so proportioned as to ensure the delivery of a proper amount of fluid to actuate the various hydraulic brakes. In vthe accompanying drawing the plunger 29 is shown as having a relatively shorter movement than the plunger 28, and the hydraulic brake mechanism I3 ashaving relatively greater cylinder capacity than any hydraulic brake mechanism I6. The shorter movement of the plunger I9 results from the use .of a longer stop shoulder 41 within the spring housing 45'. l

As will more fully appear hereinafter, the operation of the brake system of the invention requires that the plunger 29 receive va substantially full reciprocatory movement toward the hydraulic control device 25,before sufficient movement has been imparted tothe plunger 28 to cause the actuation ofthe hydraulic control device I1 in a manner. to develop braking action by the hydraulic brake' mechanism I8, thus ensuring the vapplication of substantially the full braking capacity; of the hydraulic brake mechanism I3 before any substantial lbraking action is developed in the various hydraulic brake mechanisms I6.

To ensure a proper timing of `the actuation of the plungers 28 and 29, the springis relatively stronger than the spring l, thus assuring sufnciently great resistance to the movement of the plunger 28 to compel a substantially full movement of the plunger 29. before any movement is imparted to the plunger 28. In other respects both springs 4i and'5I act merely as restoring springs.

In the accompanying drawing, the invention is shown as applied to a brake system in which the primary source of power is a foot pedal indicated at 52. -Connected with the lever of this pedal is a link 53 having a forked end 54. The forked end l 54 is pivoted at 55 to a rocking cross head 56. One end of this head is pivoted between lugs 51 upon the plunger 28, and the other end thereof is pivoted by means of ar lost motion conection afforded by a slot 58 between lugs 59 carried by the plunger 29. The pivot connecting the cross head 56 with the lugs 51 is shown at 60; and the pivot connecting the vcross head 56 with the plunger 29 is shown at 6i.

Preferably, the spring housings 35 and 45 are formed in a single casting which may be mounted upon the end frame of a car by means of a bolt 62, or in any other desired manner. y

The, operation of the herein described braking Amechanism for 4automobiles, is substantially as Upon the depression of the foot pedal 52, the

link 53 is thrust towards the hydraulic control mechanisms I1 and 25. With this link move- .ment, the cross head rocks about the pivots 5% and 60, the spring 4I resisting movement of the end adjacent tol said head.` The thrust of the link 53 is thus applied solely to 4theplunger 29, the

lower tension of the spring 5I permitting move-v ment ofthe plunger 29 to actuate thehydraulic control mechanism in a manner to deliver fluid to the hydraulic brake mechanism I3 in sumcient volume to apply braking action to the propeller 'shaft l l.

The resistance to the movement of the plunger 29, until braking action is developedln the hydraulic brake mechanism I3, is measured by the tension `of the spring 5I and the springs embodied in the hydraulic control mechanism 25 and the hydraulic brake mechanism I3. IFollowing the initial development of braking action by the mechanism I3, rsistance to movement of said plunger builds up rapidly until the aggregate resistance to such movement exceeds that of the spring 4I, the springs 2l and the )springs of the hydraulic brake mechanisms I6. Thereupon, the plunger 28 will be advanced to actuate the hydraulic control mechanism I1, this movement resulting from a reversal of the pivotal movement of the cross head 58. During .the early part of the movement of the plunger 28, and until the several brake mechanisms I6 have developed initial braking action, there is no substantial increase in resistance to the plunger movement. At this point in the operation oi? the brakes I3 and I9, theresistance to the movement of theplunger 29 is still greater than that to the movement of the plunger 28. Thereafter, resistance to movement of the plunger zlbuilds up rapidly until there is an equilibrium oi pressures resisting movement of both plungers, whereupon both plungers will be simultaneously advanced until an overbalancing resistance .is developed as to one of the plungers. Thereupon, the above action is repeated until the maximum brakingA action is'developed by the operation 'ci mechanisms until after braking action has been developed in the other brake mechanism. The initial braking will be of the propeller shaft, and this action is followed by the braking of the wheels. Following this, there is increased braking action successively upon said shaft and the wheels until the maximum braking action on both is reached. Since this condition results from a shifting of the preponderating resistance to the movement of one plunger 28 or the other plunger 29, it is obvious that the cross head 56 may rock repeatedly before the maximum braking action is developed in either or both brake mechanisms I3 and I6. The fulcrum of movement of the cross head 56 shifts with the shifting of the preponderating resistance from one plunger to the other.-

Notwithstanding the fluctuating resistance pressures above referred to, there is only a constant progressively increasing resistance at the point of application of primary braking power to the mechanical control mechanism, the braking action, so far as the driver is concerned, being substantially the same, or possibly somewhat easier, than with the use of ordinary hydraulic brake systems.

When the mechanical control mechanism is relieved from applying braking power, thesprings 4I and 5I restore the plungers 28 and 29 to their inoperative positions, thus permitting the pistons of the hydraulic control devices to function to permit the release of the brake' mechanisms I3 and I6. If desired, said springs 4I and 5I need be the only restoring springs used when a foot. pedal control is employed.

I prefer to use springs, as 4I and 5I, to develop the desired resistance to movement of the plungers 28 and 29, since by the use of adjustment nuts 39 and 49, the resistance to the plunger movement, or the relative resistance to the movement of the plungers may be varied when adjusting the brakes.

When it is desired to lower the speed of,l or to stop, a vehicle, braking power is applied to the rocking cross head 56 in the usual, or any desired manner. This power is utilized to first actuate the hydraulic brake mechanism I3 to develop braking action on the propeller shaft II, and therethrough upon both driving wheels to the same extent. The control of the action of the plungersl 28 and 29 as above described, however, prevents the development of the maximum braking action by said mechanism I3 until braking action has been developed in the hydraulic brake mechanism acting upon the driving wheels or upon both said wheels` and the front wheels of the vehicle. This retardation inthe-development of the maximum braking action by the propeller shaft brake mechanism not only relieves the shaft from the rapid development of torque stresses from the moving inertia of the vehicle, but places restraint upon the driving wheels resembling that resulting from the action of the engine when the clutch is not released when braking, and relieves the engine itself from the effect of power applied through the shaft as a result of such moving inertia. The application of the, brake mechanism I3 will reduce the speed of the vehicle prior to the application of the wheel brakes, irrespective of the speed of the vehicle. If the vehicle speed is low, application of the wheel brakes may be unnecessary, but at higher speeds, or for an emergency stop, following the reduction of speed by the application of the propeller shaft brake I3, the wheel brakes I6 may-be rapidly applied so as to` add their braking power to that of the propeller brake. Following the initial application o f the wheel brake mechanism I6, their braking action, as well as that of the brake mechanism I3 will be increased, until the maximum braking action of both is reached.

At all times following the actuation of the hydraulic braking mechanism l3, said mechanism is operative upon the propeller shaft, but its action may be variable and the maximum braking action cannot be attained until the hydraulic braking mechanisms I6 are operative upon the driving wheels.` This minimizes likelihood of skidding.

In the event of accidental lowering of the fluid supply for actuating either the brake mechanism I3 or the brake mechanisms I6, a limited braking action may still be obtainedby the actuation-of the cross head 56, since the use of separate, independent hydraulic control mechanisms and pipe lines reduces toa minimum, likelihood of all brake mechanisms becoming inoperative at the same time from different causes.

By limiting the amount of reciprocatory movement of the plunger 29 towards the control mechanism 25, the maximum braking action by the mechanism I3 may be limited.

In Fig. 2 of the drawing, the normal, inoperative position of the cross head 56, and of the parts of the mechanical control mechanism actuated thereby, is shown in full lines; their position when developing braking action by the mechanism I3 alone 'is shown in dotted lines, and their position when an equilibrium of resistance pressures is established as to both plungers, in dot and dash lines.

I believe it to be broadly new' in a brake system for automobiles to utilize an hydraulic brake mechanism acting upon the propeller shaft, hydraulic brake mechanisms acting upon the wheels of an automobile, separate hydraulic control mechanisms associated with said propeller shaft and said wheel brake mechanisms respectively, and a mechanical control mechanism through which said hydraulic control mechanisms are actuated from a common source to successivelyv apply braking power to the propeller shaft and to the wheels and prevent the development of maximum braking power upon either the propeller shaft or the wheels until both hydraulic brake mechanisms have been actuated.

It, therefore, is not my intention to` limit the invention to the particular construction of hydraulic brake mechanism and hydraulic control mechanismused, nor to the details of construction of the mechanical control mechanism shown in-thek accompanying drawing, except as defined by the appended claims, it being obvious that such may be varied without departing from the spirit and scope of the invention.

Having described the invention, what I claim as new and desire to have protected by Letters Patent, is:-

1. A brake system for automobiles embodying therein a propeller shaft, an hydraulic brake mechanism operative thereon, wheels, and an hydraulic brake mechanism operative upon each wheel, of a plurality of hydraulic control devices,

one of said devices being connected with the hydraulic brake mechanism upon the propeller shaft, and the other hydraulic control mechanism being connected with the brake mechanisms of the wheels, and a mechanical control device embodying therein reciprocatory plungers operative `-upon said hydraulic control devices respectively, meansA simultaneously applying power to both of said plungers, and means resisting movement ofeach of said plungers by said last named means, one ofsaid resistance means having relatively greater strength than the other, whereby said two hydraulic control devices will Vbe successively actuated with a continued application of power to said lmechanical control devices.

2. A brake system for automobiles embodying therein a propeller shaft, an hydraulic brake mechanism operative thereon, wheels, and an hydraulic brake mechanism operative upon each wheel, of a plurality of hydraulic control devices, one of said devices being connected with the hydraulic brake mechanism upon the propeller shaftfand the other hydraulic control mechanism being connected with the brake mechanisms of the wheels, and a mechanical control device embodying therein reciprocatory plungers operative upon said hydraulic control devices respectively, a reciprocatory link, a cross head pivotally connected therewith intermediate its ends, a pivotal connection between one end of said c ross head and one of said plungers, a lost motion pivotal connection between the other end of said cross head and the other of said plungers, and means resisting movement of each of said plungers by said last named means, one of said resistance means having relatively greater strength than the other, whereby said two hydraulic control devices will be successively actuated with a continued application of power to said mechanical control devices.

3. A brake system for automobiles embodying therein a propeller shaft, an hydraulic brake mechanism operative thereon, wheels, and an hydraulic brake mechanism operative upon each wheel, of a plurality of hydraulic control devices,

one of said devices being connected with the hy` draulic brake mechanism upon the propeller shaft, and the other hydraulic control mechanism being connected with the brake mechanisms of the wheels, and a mechanical control device embodying therein reciprocatory plungers operative upon said hydraulic control devices respectively, means simultaneously applying power to both of said plungers, and springs of relatively different tensions acting respectively upon said plungers, the spring of lower tension being associated with the plunger operative upon the hydraulic control device connected with the brake mechanism upon the propeller shaft, whereby. said two hydraulic control devices will be successively actuated with a continued application of power to said mechanical control devices.

4. A brake system for automobiles embodying therein a propeller shaft, an hydraulic brake mechanism operative thereon, wheels, and an hydraulic brake mechanism operative upon each wheel, of a plurality of hydraulic control devices, one of said devices being connected with the hydraulicv brake mechanism upon the propeller shaft, and the other hydraulic control mechanism being connected with the brake mechanisms of the wheels, rand a mechanical control device embodying therein reciprocatory plungers operative upon said hydraulic control devices respectively,

u 5 upon said plungers, the spring of lower tension being associated with the plunger operative upon the hydraulic control device connected with the brake mechanism upon the propeller shaft, whereby said two hydraulic control devices will be successively actuated with a continued application of power to said mechanical control devices.

5. A brake system for automobiles embodying therein a propeller shaft, an hydraulic brake mechanism operative thereon, Wheels, and an hydraulic brake mechanism operative upon each wheel, of a plurality of hydraulic control devices, one of said devices being connected with the hydraulic brake mechanism upon the propeller shaft, and the other hydraulic control mechanism being connected with the brake mechanisms of the wheels, and a mechanicall control device em-' bodying therein reciprocatoryA plungers operative upon said hydraulic control devices respectively,

means limiting the movement of the plunger operative upon the control device connected with the brake mechanism upon the propeller shaft, and means resisting movement of each of said plungers by said last named means, one of said resistance means having relatively greater strength than the other, whereby said two hydraulic control devices will be successively actuated with a continued application of power to said mechanical control devices.

6. A brake system for automobiles embodying therein a propeller shaft, an hydraulic brake mechanism operative thereon, wheels, and an hydraulic brake mechanism operative upon each wheel, of a plurality of hydraulic control devices, one of said devices being connected with the hydraulic brake mechanism upon the propeller shaft, and the other hydraulic control mechanism being connected with the brake mechanisms of the wheels, and a mechanical control device embodying therein reciprocatory plungers operative upon said hydraulic control devices respectively, means limiting the movement of the plunger operative upon the control device connected with the brake mechanism upon the propeller shaft, a reciprocatory link, a cross head pivotally connected therewith intermediate its ends, a pivotal connection between one end of said cross head and one of said plungers, a lost motion pivotal connection between the other end of said ,cross head and the other of said plungers, and means resisting movement of each of said plungers by said last named means, one of said resistance means having relatively greater strength than the other, whereby 'said two hydraulic control devices will be successively actuated with a continued application of power to said mechanical control devices.

shaft, and the other hydraulic control mechanism.

being connected with the brake mechanisms of the wheels, and a mechanical control device embodying therein reciprocatory plungers operative uponsaid hydraulic control devices respectively,

means limiting the movement of the plunger operative upon the control device connected .with

the brake mechanism upon the propeller shaft,v

means simultaneously applying power to both of said plungers, and springs of relatively different tensions acting respectively upon said plungers,

the spring of lower tension being associated with the plunger operative upon the hydraulic control device connected-with the brake mechanism upon the propeller shaft, whereby said two hydraulic control devices will be successively actuated with a continued application of power to said mechanical control devices. y

8. A brake system for automobiles embodying therein a propeller shaft, an hydraulic brake mechanism operative thereon, wheels, and an hydraulic brake mechanism operative upon each wheel, of a plurality of hydraulic control devices, one of said devices being connected with the hydraulic brake mechanism upon the propeller shaft, and the other hydraulic control mechanism being connected with the brake mechanisms of the wheels, and a mechanical control device embodying therein reciprocatory plungers operative upon said hydraulic control devices respectively, means simultaneously applying power to both of said plungers, adjustable means permitting the relative setting of said plungers to limit the reciprocatory movement thereof, and means resisting movement of each of said plungers by said last named means, one of said resistance means having relatively greater strength than the other, whereby said two hydraulic control devices will be successively actuated with a continued application of power to said mechanical control devices.

9. A brake system for automobiles embodying therein a propeller shaft, an hydraulic brake mechanism operative thereon, wheels, and an hydraulic brake mechanism operative upon each wheel, of a plurality of hydraulic control devices, one of said devices being connected with the hydraulic brake mechanism upon the propeller shaft, and the other hydraulic control mechanism being connected with the brake mechanisms of the wheels, and a mechanical control device embodying therein reciprocatory plungers operative upon said hydraulic control devices respectively, means simultaneously applying power to both of said plungers, springs of relatively different tensions acting respectively upon said plungers, the spring of lower tension being associated with the plunger operative upon the hydraulic control device connected with the brake mechanism upon the propeller shaft, whereby said two hydraulic control devices will be successively actuated with a continued application of power to said mechanical control devices, and adjustable means permitting the relative setting of said plungers to limit the reciprocatory movement thereof.

l0. A brake system for automobiles embodying therein a propeller shaft, an hydraulic brake mechanism operative thereon, wheels, and an hydraulic brake mechanism operative upon each wheel, of a plurality of hydraulic control devices, one of said devices being connected with the hydraulic brake mechanism upon the propeller shaft, and the other hydraulic control mechanism being connected with the brake mechanisms of the wheels, and a. mechanical control device embodying therein reciprocatory plungers operative upon said hydraulic control devices respectively, a reciprocatory link, a cross head pivotally connected therewith intermediate its ends, a pivotal connection between one end of said cross head and one of said plungers, a lost motion pivotal connection between the other end of said cross head and the other of said plungers, springs of relatively different tensions acting respectively upon said plungers, the spring of lower tension being assoi ciated with the plunger operative uponthe hydraulic control device connected with the brake mechanism upon the propeller shaft, whereby said two hydraulic control devices will be successively actuated with a continued application of power to said mechanical control devices, and adjustable means permitting the relative setting of said plungers to limit the reciprocatory movement thereof.

WILLIAM DIETER. 

